Coaster device



Sept. 15, 1936 R, L-APSLEY 2,054,222

COASTER DEVICE Filed Jan. 31, 1931 I 7.5h86tS-Sh66t l Sept. 15, 1936.

R. LAPSLEY COASTER-DEVICE Filed Jan. '51, 1931 7 Sheets-Sht 2 mww WWW m\wwm KN WW Q m g W M W 15, 1936. I R s I 2,054,222

COASTER DEVICE Sept. 15, 1936. R LAPSLEY 2,054,222

COASTER DEVICE Filed Jan. '51, 1951' 7 Sheet-She et 5,

Sept 15,1936. R.LAPLEY CCASTER DEVICE Filed Jan.

7 Sheets-Sheet 6 -COASTER DEVICE Filed Jan. 51, 1931 7 SheetsI-Sheet '7Patented Sept. 15, 1936 cons'rna 'nzvroa Robert Lapsley, BerrienSprings, Mich, alsignor to, Clark Equipment Company,

Buchanan,

Mich, a corporation of Michigan Application January 31, 1931, 801181 No.512,595

9 Claims. The present invention relates generally to power transmissiondevices and, more particu-' larly, to a coaster device in the nature ofan overrunning' clutch which is optionally operable to transmit thedrive in both directions or only in one direction, allowing overrunningto take place in the other direction.

The principal object, therefore, of the present invention is theprovision of a new and improved overrunning clutch of coaster device anda new and improved control means therefor for rendering the overrunningfeature of the clutch inoperative, that is, the control means isoperative in one position to adjust the device for driving in onedirection while the control is engaged, but in another position thecoaster device is adjusted to transmit drive in both directions.

While my present invention is not to be limited to any particular formof power transmission device unless definitely recited in the appendedclaims, it is noteworthy that a coaster device constructed according tothe present invention is particularly applicable to automobiletransmissions, and it is in this connection that the same is describedin detail by way'of example to best illustrate the principles of thepresent invention. 7

When so embodied in an automobile tra mission, one of the principalfeatures is that the transmission may be operated either as an ordinarytransmission in which the motor of the aiitomobile is at all timesconnected to the driving wheels and may be used as a brake for retardingthe speed of the automobile when in mountainous country or otherwise asdesired, as well as a transmission which will coast in certain of theselected gear ratios, In one structural embodiment, coasting ispermitted in all selected gear ratios except the direct drive, but,

including reverse, thereby providing gear shifting in all speeds withoutthrowing out the usual clutch, except in low or first speed, and alsoproviding coasting ability in all speeds, except direct drive. Thisparticular arrangement is especially advantageous where my improvedcoaster device is embodied in a transmission having four forward speeds.In such an arrangement where the third forward speed is close to a 1 to1 ratio, say 1% to 1, atransmission is provided which is characterizedby additional power for quick acceleration in combination with a coasterfor tramc driving in which the motor does not act to retard thecarspeed, and a direct drive for highway use in which the motor is availablto act as a brake. Thus, in shot the other speeds, including reverse,arranged with the coaster in operation, there will be no drag upon thegears when shifting which can then be accomplished quite easily andquickly.

Other arrangements are possible, depending} upon the particular locationchosenfor the overrunning clutch. I show, by way of example, a secondarrangement wherein coasting is permitted only in direct andintermediate speeds.

Obviously, my improved coaster device may 10 be embodied in othertransmissions, for example, the customary three-speed forwardtransmission and other similar arrangements, and it is to be understoodthat such arrangements fall within the scope of the present invention.

An important feature of the present invention, as indicated above,relates to the means operable at will to control the operation of thecoaster device to render the-same operative or inoperative according tothe desires of the operator or 20 the requirements of the particularoperating conditions. As embodied in automobile transmissions, thiscontrol means may be actuated either manually by the driver of theautomobile or the A control may be operatively associated with some 5one or more of the usual controls of the automobile, such as, forexample,' the gear shift lever and associated structure, the'usual brakeoperatin g'means, or other controls usually present, as

may be desirable. While this particular feature 30 is important'becauseit looks toward an automatic and practically fool-proof arrangementwhich is substantially independent of the skill and experience of theindividual driver, under some conditions it is equally important to pro-35 vide a convenient manually operated means for locking out orrendering inoperative at will the overrunning clutch. By way ofillustration, I have described in the specification and shown in thedrawings two or three different construc- 40 tions for manuallycontrolling the operation of the overrunning clutch. I

Other objects and advantages of the present invention will be apparentto those skilled in the art after a consideration of the followingdetailed 5 description of the preferred construction, taken inconjunction with the-accompanying drawings, in which: Q

Figure 1 is a vertical longitudinal cross-section through an automobiletransmission embodyi w 50 I the present invention, most of the partsbeing shown in section;

Figure 2 is an enlarged fragmentary detail view showing in cross-sectionthe driving and driven members of one form of my overrunning I5 clutchdevice and the clutch elements or driving certain parts being brokenaway to show the relatitilrli1 of the control device to the overrunninlclu Figure 4 is a vertical longitudinal cross-section taken through a ofsubstantially the sametypeasthatshowninl 'igurelbutiliustrating theapplication of the overrunning clutch deviceshown in Figure 4;

withadriving-sear II in a different location in the transmission;

Figure 5 is an enlarged detail view illustrating one form of manuallyoperated means for controlling the overrunning clutch;v

Figure 6 is a vertical cross-section taken'su stantiallyalongthelineHofFigureb;

Figures and 8 are, respectively, horizontal and vertical views showing amodified type of control.

automatic inoperation and more particularly adapted tothe and overnmningFigure 9 is another modified control device operated automatically bythe gear shifting mech-' anism of the on for controlling the operationof the over-running clutch:

Figure 10 is a cross-sectional view looking toward theieftofl'igureiiandtakensubstantiaily along the line iO-i. of thatfigure;

Figure 11 is a vertical longitudinal cross-sec tion illustrating theapplication of the present invention to a on similar to that showninFigureLbutdiffer-ingslightlytherefromin certain details of theoverrunning clutch and other parts, particularly the mounting of. someof the gears and the shiftable control means as-- sociated therewith; Fg

Figure i2showsaslightlymodifiedformo'f manual control; for anoverrunning clutch, particularly that shown in Figure 11. This manualcontrol means can, however, be easily adapted to the particular forms ofoverrunning clutch structure shown in Figures 1 and 4;

' l3 and 14 are detailviewatakensubs stantially-along the lines lI-iiandM -ll,

spectively, of Figure 11 and illustrating the ratchet connection betweenthe overrunning clutch control means and the shiftable hub or dogmovable into ent with the driving shaft to effect a direct drive. v

Figurel5isacross-sectiontakensubstantially aiongtheline ls-is ofFigurel1; and

Figure 16isafourthmorstructural embodiment ofthepresentinvention.

Referring nowtothe drawings, Figure 1 illustratesatypeof'commonlyknownasa four-speedinchidingl' l iacoverplate-lcarryingtheunralgearshiftoperatingmemberorleveriandassociatedshift rodslcarr-yingshiftingforhltand'lintheusualandwellknownmanner. Intheforwardpart'ofthehousingLthedrivingshaftlisimr-'naled,thehousinghavingoneendprovidedwithanelongatedjournalbossiforthispnrpomandtheiowerportionofthehomingicaniuaiiaed journalorspindlelluponwhichisrotatably mounted a secondary or intermediate driving shaftsection ii,'sometimes known asacounter-'lheinnerendofthedrivingshaftlisprovided chpreferablyisformed integrallywith driving t 0. although. ifdesired,geari2maybeseparateiyformedand|eprovided with curedto thedriving shaft I in any desired manner. The forward end of driving shaft8 is splined, as at it, for driving connection with the clutch of theautomobile motor.

The driving gear I! isadaptedtornesh with the driving member ll of myimproved overrunning clutch device, later to bedescribed in detail, andthe driven member ll of the overrunning clutch is preferably formed onthe end of intermediate shaft section ii, although. if desired, memberII may be separately formed and secured to shaft I i in any mannerdesired.

The intermediateor-secondary shaft Ii carries intermediate gears I, I.and I. adaptedto mesh, respectively, with gear 'membersfl, 23 and 2 4mountedon the driven shaft 28, which, as is usually found in automobileconstruction, is adapted tobe directly connected to 'the'propeller shaftwhich drives the driving wheels of the automo bile. Gears 2! and 24 aresplined directly to driven shaft 20, and gear 22 is Journaled for freerotation on driven shaft 2!, being Journaled by bushing means 28 on ahabit keyed to driven shaft 26. Gears 23 and 24 are provided with theusual collars ii and which cooperate in the usual manner with shiftforks] and 0, respectively.

AsbestshowninFigureLtheinnerreducedend ofthedrivenshaftflisiournaledinthecorresponding cylindrical-opening in the rear end ofthedrivingshafttbybearingmeansflinthe formoftheusualrollerbearihgstructure. Theinnerorrearendofthedrivingshaftlisalso teeth 38 formed on the interiorof the driving gear. Directly opposite, axially of shafts 8 and butspaced a distance from the teethilisasecondaetofteethllformedinthefreely rotatable gear-member 21. The splined portion of the driven shaft"extends forward to a point adjacent the inner reduced end 34, and aslidingdogormemberli iscarriedupon' the inner splinedendofshaft It.

Thesliding doglliscontrolledbylinksorpinsllcarriedbygroovesinthedrivenshaftltand extendingthroughopening inthehubIt. At

oneendthelinksllarenotchedforent with the dog and atthe the links arenotched for with the shift collar-li splined onto shaft 26 andcontrolled by shiftforkl. Byactuatingtheforkltoslidethe member forwardlytoengase teeth ondrivinggearil,adirectdriveisobtained.thatis,the drivenshaft section II isconnected directly tothedrivingahaftsecticntsothatnogearreducticn is interposed between theautomobile motor and the propeller shaft driving the drive wheelsthereof; a I

whentbeslidimdogmemberllisslidrearwardiyonthesplinuof'shaftsectionflsothattheteethofthedogllengageteethllcnthe gearmemberfl,thedrivenshaftftisconnected. through a gear reduction to the driving shaftI,thisgearreductionbeinaobtainedasfollows:

The driving member II of theoverrunning clutchdevioeisconstantlyinmesh-withthedrivinggeariliimedondrivingabaftlnrivingef- .fortistra'nsmittedfrommember "through theclutchdrivingdem'entstothedrivenmemberitoftheoverrunningclutchdevicewhicnin turn. drives the intermediate orsecondary shaft ll. Gearil,b eingkeyedtoshaft|l.isconstantlyinmeshwithanddriveethegearlljour- .naledon the hub 20 keyed to driven shaft 2t.

Thus, underthe conditions just mentioned, that is, when the dog member4! operativeiy connects mission housing I.

As best shown in Figs. 1 to 3, inclusive, my improved overrunning clutchincludes the drivin and driven members l5 and, as described above, andthe driving clutch members I'l interposed therebetween. The drivingclutch elements II are preferably formed in the nature of rolls spacedabout the periphery of driven member l6 and within the inner cylindricalopening l6a formed in the driving clutch member l5. These driving rollsor rollers are spaced and held in proper position by means of acylindrical cage structure 50 provided with slots 5| receiving the rollsH. The cage 50 is provided at its forward end with a bearing flange 53by which the cage is 'rotatably journaled on the driven member l6 of theoverrunning clutch. 'A pair of cylindrical bushing rings 56 and 51 ispositioned between cage 50 and the cylindrical opening 46 in the clutchdriving member l5, these rings serving as journal means by which theclutch parts just mentioned are supported in ,operative relationship.The forward bushing ring 56 is non-rotatably secured to the clutchdriving member 15 by means of a pin 59 held in gear 15 by a screw 60while the bushing ring 51 is allowed to float in order to facilitateassembly. Opposite the pin 56 the bushing 56 is provided with an openingthrough which extends a spring pressed ball structure 62 including ahardened ball 63, a spring 64 and an adjusting screw 65. Preferably,three of such spring pressed ball structures are provided and they areequally spaced about bushing 56 and serve to apply friction to the cage50,

tending to cause the cage to turn with the clutch driving gear I5.

Referring more particularly to Figure 2, it will be seen that the drivenclutch member I6 is provided with a plurality of cam surfaces in thenature of shallow depressions or. notches 66, the walls of which areformed to be upwardly inclined in opposite directions with respect tothe circumferential or peripheral surface of the member l6. The memberl6 may therefore be termed a cam member. The clutch members l5 and I6,and the driving elements I! are so dimensioned that when the elements II are in the bottom of the depressions 66, just sufllcient clearance isprovided for the driving member l5 to rotate freely with respect todriven member l6. Any relative rotation, however, between the members i5and 16 tends to cause the rolls to roll toward one end or the other ofthe depressions 66, riding upon the inclined walls thereof and thusapproaching the inner or clutching surface of the opening or chamber 46formed in driving gear l5.

Member 15 therefore serves as a cam member to rollers II to cause thelatter to clutch or lock members I! and i6 together.

If desired, the clutching surface of the opening or chamber 66 may beprovided with grooves or serrations 66, as shown in Figure 3, whichserve amount, for example, just suillcient to increase the frictionbetween the driving member l5 and the order of 0.0005 of an inch indepth are satisfactory and will not cause any noise when coasting, dueto the presence of the oil film between member l5 and the rollers l'l.

Remembering that the driving member ii of the overrunning clutch deviceis driven from the motor by gear i2 and that by virtue of the springpressed balls 63, the cage 50 tends always to rotate with the drivingmember i5, it will be seen that when the rotation of member i5 is fasterthan member l6, say to the right in Figure 2, the rollers l1 will becaused to roll up towards the right-hand end of the depressions 66 andthus cause the drive to be transmitted from the driving member l5 to thedriven member Hi. If now,

from any cause whatsoever the driven member ly, because the balls 63cause the cage 50 to lag behind member l6 and to rotate with member I5.Thus, the means effective in causing the rollers to engage and loci:together the members l5 and I6 when the member I5 is driven forwardlyfaster than the member [6 is now operative to cause the rollers I! toroll across the depressions 66 and to positively engage or lock themembers l5 and i6 together so that member I5 is driven by the member l6.

As thus arranged and as so far described, the clutch rollers or engagingelements ll, together with the associated structure, is a means forlocking the driving and driven members l5 and I6 together to transmitdriving torque in both directions, thus acting the same as if members l5and I6 were keyed together. Under .these circumstances, in order toprovide an overrunning connection in one direction, it is necessary toprevent the rollers H from moving up the inclined surfaces of thedepressions 66 in one direction while allowing them to move up the inclined surfaces of the depressions in the cam member l6 in the otherdirection, thus allowing driving efiort to be transmitted thereto in onea direction but preventing the driven member l6 from transmitting anydriving effort back to the driving member l5 under normal conditions.The means I have provided for this purpose will now be described.Briefly, such means includes structure which is operable at will toprevent the cage 56 from moving in one direction relative to the drivenmember it beyond a point which positions the rollers in the'middle orlowest portions of the depressions 66, that is, where the lowestportions of the inclined cam surfaces join. In order, however, to allownormal driving torque to be transmitted to the driven member, the

the rollers I1. I have found that serrations of means I haveprovidedincludes structure to permit the cage "to move relatively to the drivenmember It in the other direction a sufficient amount to permit therollers to roll up the in- 1 clined cam surfaces of the depressions tocause driving or clutching engagement between the members I! and i6;

Referring now more particularly to Figures 1 and 3, the rear end of cageii is provided with a key 1. formed thereon and preferably directlyopposite one of the slotsll in which is positioned one of the clutchingelements or rollers il. As

pointed out above, the cage is free to rotate in either direction withrespect to the driven member i6 and is frictionally held to-rotate withthe driving member ii. In order, however, to prevent cage II from'movingrelatively to thedriven member it in one direction, a control collar orsliding washer Ills provided and which is slidably but non-rotatablyconnected with the secondary or intermediate shaft section Ii. Thisconnection is preferably accomplished by means of .a key" fixed tointermediate shaft section II and slidably receiving the control 'washer12. While I have shown but one such key,-it is to be understood thatoneor more may be provided around shaft it if desired. The controlcollar or washer I2 is provided with a slot Ii somewhat longer than thewidth of the key IO, as best shown in Figure'3. This is for the purposeof allowing the cage II to rotate a limited amount with respect tocontrol collar l2.- Thearrangement of the collar I! on driven member IIis such that when one of the rollers I1 is in the center of one of thedepressions it in member It the key ll has an edge 'I'I insubstantial twith will engage key I. and thus prevent cage. i'rom rotating withrespect to thedriven member ll, except the limited amount allowed by thekey II positioned within the sligh y long r slot I. With respect,however, to the cam depressions formed in the driven member It, the keyll prevents cage ID from moving relatively to the driven member 18 pasta point where the rollers." are '55 in the lowest part of thedepressions, this occurring when edge 'll of'the key'll engages end IIof the slot Ii. 'It ispossible, however, for cage II to rotate slightlyin theother direction 'withrespecttomember ltandthecontrol washer I!which is sufllcient tocauserollers I! to roll v out upon the inclinedcam surfaces of the depressions and to cause driving engagement betweenmembers I! and" in one direction. Any tendency, however, for the rollersl I to lock in the other direction is resisted by the limitation ofmovement of the key 'II on the cage 5| in the slot I! which, as juststated, prevents the cage II from moving in the other directionsuflicient to cause locking engagement of the clutch rollers.

Thus, as long as the control washer II is in the position shown'inFigure3, that is, disengaged from cage 30, the locking rollers are p r.

mitted to lock in, either-direction. When, how- "ever, the controlwasher I! is moved to the left in Figure 3, the cage II is preventedfrom mov- -cannot drive the clutch member II.

ing in one direction relative to the driven member l6 and thereforeprevents the rollers I! from locking in that direction, althoughpermitting "locking or driving engagement in the other direction. WhileI have shown and described only one key Ill and only one slot II inoperative association therewith, it is to be understood that any numberof such keys and slots may be provided as desired, the only requirementbeing that the slots must be slightly longer than the width of the keysand that the position of the slots and keys must be such that the cage50 is prevented from rotating in one direction to bring the rollers pastthe middle of the associated depressions or cam surfaces '6.

. Various means may be provided for control ling the collar 12. When thecollar is in the position shown in Figure 3, the clutch members I I andIt are locked together in both directions, and, when embodied in anautomobile transmission, the motor is therefore available for retard-.ing the speed of the carin the usual manner.

When collar 12 is shifted to enga e thecage to prevent relative rotationthereof in one direc-- tion, the driven member I. of the clutch iscapable of overrunnlng with respect to the driving member II, that is,the driving clutch member I! can rotate the driven member It, but thelatter In this case, when embodied in an automobile construction, thecar is able to coast at any normal speed while the speedof theenginemaybe idling speed, or the engine-may be entirely; stopped,without exerting anydrag or retarding effect on the car.

In Figure 1 I have shown one form of control means for controlling theposition of the collar 12. As best shown in that figure, the collar 12is milled to provide a shoulder 8| thereon, and engaging the shoulder 80is one end of a pin or link 8| having a notch receiving the shoulder Nat that end. The pin 8| extends along the secondary shaft ii in anappropriately formed slot therein vand through openings in gear memberII. The other end of the pin II is provided with a notch similar tothenotch in the first-named end, but slightly longer-for a purpose to belater described. This end ofthe pin 8| extends beyond gear member I! andis in operative engagement with a shift collar 83 having an outwardlyfacing peripheral groove 84 formed therein. Collar u is preferablyprovided with some form of flange or shoulder 88 adapted to engage theslotin the end of the pinv ll opposite the collar II. It will thus beclear that when the shift collar 83 is moved back and forth alongsecondary shaft II, the. control collar I2 cooperating with cage Iexperiences a corresponding movement which, as is clear in Figure 3, iseffective to engage and disengage the cage 50 to respectively prevent orallow the same to rotate with respect to the driven clutch member llcarrl'iled by or forming a part of the secondary shaft One of thepreferred means for shifting the collar 83 takes the fa of a pivotedfork II, best shown in Figure 6 as including a vertical shaft portion Iiournaled i l2 and formed onorsecuredtohousing I andarms "and"preferably integrally secured to shaft portion II. The arms 0 and I areprovided with inturned ends as and OI which are received by the groove:4 formed in the 001181' a. Pin m and spring will be obvious from Figure6, rocking the shaft ll will cause arms It. and II to move backand forthalong shaft II by moving collar 03 and, through links Ii, the controlcollar 12.

One means for rocking the shaft ll :lournaled in the transmissionhousing is shown in Figure 5.

5 Here the boss 93 is provided on abracket I secured to or mounted onthe cover plate I in any desired manner, as by bolts or screws I. Abovethe bracket I05 and in alignment with the journal boss s: the coverplate 2 is provided with a second journal boss I" adapted to receive thereduced end I" of an operating finger HI which is nonrotatably connectedthrough a tongue and groove connection I 12 with the upper end of theshaft ii.

The operating finger HI is provided with an arm 15 or extension H4extending in operative association with a plunger I I mounted in asuitable bore in the casing 2. The bore is closed by means of anapertured screw threaded cap I I1, and

between the cap Ill and the plunger H! a spring I20 is mounted for thepurpose of biasing the operating finger I II to rock the shaft 9| forthe purpose of yieldably holding the collar" in one of its positions,the plunger having secured thereto a flexible control wire and cableconnection Ill such as a Bowden wire. Preferably, the Bowden wire I21extendsto the dash of the automobile or some other location withinconvenient reach-of.

the operator and may be operated by any lever or plunger structuredesired; It may, for exam-' ple, be controlled by the means shown inFigure 12, to be described hereinafter in detail.

As embodied in Figures 5 and 6, the control means for the collar 83 isbiased to normally position collar 83 in its rearward podtion, that is,the position indicatedin dotted lines in Figure 1, which is the positionassumedwhen collar 83 is operated to withdraw control collar 12 fromengagement with roller cage ill, thereby rendering the overrunningclutch device inoperative as ameans for permitting the driven memberthereof to rotate faster than the driving member therefor. When,however, the Bowden wire control member i2l is actuated, either manuallyor by any other means desired, to move the plunger I ll against theaction of the spring ifl, the operating finger in is rocked in acounterclockwise direction as viewed in Figure 5, thereby rocking theshaft Si to move collar 83 from its dotted line position shown in Figure1 to the position shown in that figure in full lines, thereby allowingthe spring pressed'pllmgers I23 to resiliently force the control collar12 into engagement with the cage 50 This operation may, of course. bereversed if desired. In view ofthe fact that just before the collar 12is moved to the left in Figures 1 and 3 the cage 50 is rotating with thedriving member I! it may happen that at the instant of contact betweenthe control collar I2 and the key 15 that the key may not be directlyopposite the slot-l5. For the purpose of allowing control collar 12 tomomentarilyremain in spaced position relative to the rotating cage 50until the key ll reaches slot 15, thenotches at the rear ends of thelinks 8i are made longer than the width, of the flange or shoulder 86 oncollar 8,3. This construction. in connection with the yielding springpressed plungers 123. allows the collar." to move to its forward, orlefthand position as illustrated in Figure 1, while still allowing thecontrol collar 12 and links or pins 8| to remain in'their disengaged orrighthand position. As soon, of course, as the cage 50 is rotated tobring the key 10 opposite the slot 15 the collar 12 will snap intoengagement therewith and preventany further ro- 7 tation of cage 50 withrespect to the driven clutch member it in one direction, therebypreventing the rollers 11 from locking in that direction.

Obviously, other means than that Just described may be employed for thepurpose of shifting the collars I3 and 12, which means may be under thecontrol of the driver, in the case of automobiles, in which case thecontrol would be manual, or such control means maybe so arranged as tobe automatically operated by some one or more of the usual operatingcontrols, such as the brake operating means or the usual gear shiftlever of the automobile. Some of the possible arrangements of controlmeans for the overrunning clutch will be presently described in greaterdetail in connection with the description of my improved overrunningclutch device as embodied in transmission structures of somewhatdifferent form than that described at length above.

Referring now more particularly to Figure 4, the transmission housing Iis provided with an operating-member in the form of a gear shift lever Iadapted to control the usual shift rods I, I, and I3! mounted in thecover I31 in the usual manner and similar to the structure shown inFigure 1 and described above.

The driving shaft I receiving power from the motor is operativelyconnected to the driving gear 12, as in the modification describedabove,

.thedrivlnggear I! being connected with adriven gear ill'keyed directly:to the countershaft section ll instead of to the overrunning clutchdevice disclosed in Figure 1. A gear III is also. keyed to secondaryshaft Ii in the same manner as gear It in Figure 1, and meshing withgear ill is a gear I42 identical, for all practical.

other end with the shift collar I", the latter being controlled by ashift fork I48, as is well understood in the art.

The transmission shown in Figure 4 is similar to the conventionaltransmission in that four speeds forward and one reverse are provided,

and the gear I4! is rotatably mounted upon an intermediate shaft sectionI having its forend I" carried in a journal bear-, ing III in thecylindrical recess formed in driving shaft! and gear I! while the rearend of the intermediate shaft section I4! is journaled; by a rollerbearing assembly I53 provided in the cylindrical chamber formed in theenlarged end I" of the driven shaft it! which, like the driven shaft 2'shown i i-Figure. 1, is adapted to be directly connected to the usualpropeller shaft of the automobile for operating the driving wheelsthereof. Between the intermediate shaft section I and the driven shaftI51 'my improved overrunning clutch structure is provided,

and since the clutch structure per se is substantially identical withthe overrunning clutch structure described above in connection with themodification shown in Figure 1, I shall not describe all the detailsthereof as shown in Figure 4. It will suffice, therefore, tmnote thatmember I56 is provided with a cylindrical chamber form-' ing on theinterior thereof a clutching surface, which may be grooved or serratedas in Figure 3, thus iorming thevdriven member of my overrunning clutchdevice as embodied in a transmission of the type illustrated in Figure4. The intermediate shaft section m provides at its rearward end thedriving member its of th for cooperation with the driving rolls orclutch elements I1. The elements I1 are mounted in A the cage 50 which,like the structure shown in Figure l, is frictionally engaged by springpressed balls I which thereby tend to cause the cage 50 to-rotate withthe clutch member ,I50. A roller bearing assembly I00 engages a bushingor the like on the intermediate shaft I49 and supports the forwardmostcylindrical portion of the enlarged end I50, which serves as a part ofthe overrunning structure as described above, and the assembly I00 alsocooperates with the roller bearing I50 in supporting therear end of theintermediate shaft section I49"in the driven shaft I51 and in holdingthe variofusparts of the overrunning clutch unit in proper position. Thecontrol means for the overrunning clutch shown in Figure 4 is similar tothe control" In this modification a control collar I is provided and iscarried in;

means described above.

connecting links I slidable in grooves provided on shaft section I49.vThe ends of the links I10 opposite the pins I61 have notches tooperatively receive the shift collar "I having a groove I12 therein andwhich performs the same function I i as the groove 04 in collar 00described above.

The. control collar I05 is provided with a slot similar to the slotformed in control washer 12 and the cage 50 of Figure 4 has a key 00-operating therewith to provide a control for the overrunning clutchwhich is operable in exactly the same manner as described above. Theshift collar III is movable longitudinally of the shaft section I49 toengage or disengage the control collar I 05 with the clutch cage 50 bymeans to be described later. While in Figure 4, for purposes ofsimplicity, I have shown a rigid.connection between the shift collar orhub HI and the links I10, it is to be understood that the latter may beoperated by yielding or lost motion means such as that described aboveinconnection with the control collar 00 and the spring pressed plungersor'links I20. 7

The principal distinction between the operation of the constructionshown in Figure 4 and that shown in Figure 1 is that in Figure 4 theoverrunning clutch is interposed between only third speed and directspeed, whereas .in Figure 1 the overrunning clutch device is interposedin all drives except direct. In Figure 4 direct drive is accomplished bysliding the dog 4i forwardly to engage the teeth thereof with theinterior teeth 00 formed on driving gear I2, the drive from drivingshaft 0 being then trans- .mitted directly to intermediate shaft sectionI49, through the interposed overrunning clutch structure to thedriven-shaft I51. Third speed drive is accomplished by sliding the dog4| rearwardly to engage the teeth thereof with the teeth or splinesformed on gear I42. In this case the driving torque from thedrivingshaft 0 is transmitted from the driving gear I2 down through'thegears I40 and Ill, and from the latter back to the gear I42 and fromthence through sliding dog H to the intermediate shaft section I49, andfinally through the interposed interposed overrunning clutch. Low orfirst speed is accomplished by sliding the gear I15 forwardly on memberI50 to engage the small gear I10- formed on the secondary shaft II, andsecond speed is accomplished by sliding gear I 10 forwardly to engagethe teeth thereof with gear I00 formed on secondary shaft II similar togear I16. Reverse gear is accomplished by sliding the gear I10rearwardly on member I50 to engage the reverse idler gear I02. In thisarrangement, it is noted that the overrunning clutch structure is notemployed and that the drive for these speeds is accomplished in theconventional manner. 7

Gears I10 and I10 are slidable along member I50by means of theusual'shift forks I04 and I05 mounted on shift rods I00 and I04 in theusual manner. I e

Referring now more particularly'to Figures '1 and '8 where I have shownone means for op- .erating the control Hi, the operating pins I10 havetheir forward notched ends engageable *with radial inwardly extendinglugs I90 formed on control collar Ill and projecting in the slots formedin the intermediate shaft section I49 for the reception of the pins I10.For moving the control collar III, I provide a construction quitesimilar to that shown in Figure 6. In Figure 8 the""shaft, l9l is,however, somewhat shorter than the corresponding shaft 9i of Figure 6due only to: the diflerent positions of the control collars in" thetransmission housing. The shaft I9I is mounted, however, in a similarmanner in journal bosses I92 and I90 and carries operating arms I00 andI91 provided with inturned ends I90 and I00proiecting into thegroove I12on the control collar. I1I.

The shaft I9I is connected by a tongue and groove connection to anoperating member I Journaled in the journal boss I90 and the oppositelyarranged boss 200 and provided-with an extending finger 205 resilientlyurged in one direction by means of a coil spring 200, one

end of which engages the finger 205 while the other end engages thebracket 201 carrying the journal boss I90 in a manner similar to thebracket I05. In this construction, it is obvious that rocking. thefinger 205 will-tum the shaft I9I and cause the arms I90 and I91 to movethe control collar "I back and forth along automobile to automaticallyrender the overrunning clutch device operative or inoperative accordingto the position of that member. Referring now to Figure 4 it will benoted that the shift fork I40 is carried upon the shift rod I05 and ismovable therewith between two limits, namely, when the base of-the shiftfork I 40 contacts with the abutment "2| 0 formed on the cover I01 orwith the abutment 2II likewise formed on the cover I01. Associated withthe shift rod I05 is the usual spring pressed ball 2I0 operating innotches 2I4 formed in the shift rod I05 to define its positions duringdiiferent gear shifting operations.

other, the proper distance toengage its teeth with the teeth formed onthe gear member I2 or on gear I42. When this is accomplished, the springpressed ball 2" drops into the notch 2 I4 adjacent the intermediatenotch in which the ball 2I3 is shown in Figure 4':

This intermediate notch just referred to defines the neutral gearposition while the adiacent notches define the direct or third speedposition, depending on the direction in which the shift rod I is moved.

By virtue of meansnow to be described, the shift rod I35 is made capableof additional movement in either direction from its normal direct speedor third speed position. The shift fork I46 is caused to move with shiftrod I35 by virtue of a spring pressed pin 2 I3 having a tapered head 2"and a vertical stem 2I3. The tapered head 2 I1 extends into acorrespondingly formed notch 220 formed in the shift rod I35, the pin2I5 being carried as a whole in the base of the shift fork I46. As theshift rod I35 is shifted in one direction or the otherto bring slidingdog 4I into engagement with the teeth formed'on either the gear I 2-orthe gear I42, the upper end of the stem 2I3 merely rides along the upperor inner surface of the cover I31.

I At the end of this movement, the stem 218 is directly in alignmentwith bores 222 and 223 formed in said upper surface. At this point, asdescribed above, the base of the shift fork I is in contact with one or.the other of the abutments 2III or 2I I.

Upon further continued movement of the shift 2 rod I35 ineitherdirection, the tapered head IIO will be ejected from the tapered opening225 and will cause the stem' to enter one of the bores 222 or 223. Atthe same time, one of the outermost notches 2 I 4 will be engaged by thespring pressed ball 2I3 and the action of ejecting the pin 2I5 willnecessitate the employment of more power to be used to shift the rodI35, due to the combined resistance of the springs associated,respectively, with the pin 2I5 and the ball 2I3'. i

This additional movement ofthe gear shift rod I35 is made use of forswinging the vertical shaft I 9i to control the operation of theoverrunning'clutch device. Referring now to Figure 7, it will be notedthat gear shift rod I35 is provided with a cam portion 225 having anintermediate slot portion 225 and inclined portions 221. Theintermediate portion 225 is of a length such that movement of the shiftrod I35 in shifting the sliding dog clutch H to either of its shiftedpositions will not cause movement of the operating finger 205, but whenthe shift rod I35 is given the additional movement in either directionto eject the pin 2I3 into one of the bores 222 or 223, one of theinclined cam portions 221 will ride against the operating finger 205 andswing the same, thus swinging the rock shaft I5I and shifting thecontrol collar I55. It is to be noted ,in this connection that theejection of the pin or plungeri2l5 from shift rod I35 into one ofthebores 222 or 223 provides a positive lock to hold the gear shift forkI45 in its shifted position until the rod I35 is returned to bring thetapered notch or opening 220 in a position to again receive the head 2IIof the pin 2I5.

The above parts just described are-so arranged that when, the operatingfinger is in the position shown in Figure '7 which may be termed thenormal position, that is, the position assumed when the gear shift rodI35 is in its neutral position as shown in Figure! or when it is shiftedin either direction to-bring the ball 2 I 3 into either one of theadjacent notches'2 I4 and to bring the pin or plunger 2I5 in alignmentwith either of the bores 222 or 223, the collar III is in its'forwardposition, to the right in Figure 4, to causethe engagement of thecontrol collar I55 with the overrunning clutch cage 50, therebyproviding for to dispense-with the overrunning feature and to utilizethe resistance of the motor as a brake, all it is necessary to do is toshift the gear shift lever another step to cause the shift rod I35 torock the shaft I9I -to withdraw the control collar I55 from engagementwith the clutch cage 50,

coasting in direct and third speeds. If it is desired therebyestablishing a driving connection in both directions between drivingmember I53 and the driven member I53.

vIt is to be understood that the above described means for controllingthe movement of the controlcollar I55 is only illustrative of one ofmany different modes and structures capable of rendering the overrunningclutch operative-or inoperative. For example, Figures 9 and i0illustrate a slightly different structure for utilizing the additionalmovement of the shift rod I35 for effecting fore and aft shifting of thecontrol collar I55. In this modification, the same type of connectionbetween the shift fork I45 and shift rod I35 as shown in Figure 4 isemployed, but the connection between the operating finger 205 and theshift rod is changed in some of its details. In this case the shift rodI35 is provided with a cam 235 similar to the cam 225 shown inFigure'l,-except that in Figure 9 the cam 235 is 3 formed on the top of therod I35'instead of on one side thereof as in the form shown in Figure'1. Like the cam 225, the cam 235 has a generally flat or dwell portion233 and inclined portions 231. The rear or cam end of shift rod I35 isslidabie through an apertured lug 240 carried by the cover I3'I. Lug 243is provided with a vertical bore 24I intersecting the aperturereceivingshift rod I35. Mounted in bore 24I and having .a rounded end incontact with the cam portion of shift rod I35 is a plunger 243 having anupper wedged-shaped end 245 in operative contact with -a correspondinglyformed wedge-shaped. cam

246 fornied on a push rod 2" extending laterally of the transmissionhousing and having an end in contact with or connected to an operatingfinger similar to the operating finger 205 shown in Figure '7. I

Thus, after the shift fork I45 has been moved into contact with eitherone of the abutments 2III and.2II and the shift lever I33 then given anadditional movement to impart a correspondspring pressed ball 2 I3 intoengagement with one of the outermost notches 2I4, the inclined portion231 comes into engagement with the lower rounded end of the plunger'243to project the same upwardly in the bore 2 ,of'the lug projection 240.plunger 243 causes a transverse movement of the push rod or bar 241',which thereupon swings the operating finger 205. and causes the shaftThis upward movement of the.

ing additional movement to shift rod m tobring- 5 243, but arranged toengage the cam portion 262 of the shift rod I34 directly adjacent theshift rod I36. In this case, the'push rod 241 is under the control ofnot only the shift rod I36, but also the second shift rod I34. Thisoperating means is, therefore, easily adaptable to a transmission suchas the one illustrated in' Figure 1 or the one shown in Figure 11 anddescribed in detail hereinafter, in which coasting ability is had infirst, second and third speeds, and reverse. In such an arrangement, itis desirable to be able to dispense with the coasting feature in any ofthese speeds. In this case, it is therefore not suilioient'to controlthe overrunning clutch by only one of the shift rods because the shiftto first, second and third speeds, and reverse, is

possible only throughthe actuation of more than one shift rod. Thereforein the modification illustrated in Figures 9 and 10, the control meansfor the overrunning clutch is operatively associated with two of theshift rods and, hence, the additional movement of either one of theseshift rods, either forward or rearward, is operative to disengage thecontrol collar from the clutch cage to thereby restore drivingconnection between the driving and driven members in both.

directions, thus enabling the'motor to be utilized as a brake orretarding force for the collar.

As indicated above, the means I have provided for rendering theoverrunning clutch inoperative and for establishing a substantiallyrigid connecto 14, inclusive, it will be noted that the trans-' missionand overrunning clutch structure chosen here to illustrate the presentinvention is quite similar, in general construction, to that shown inFig.1. Like Figure 1, this transmission is of the four-speed type andincludes a housing 268, a cover plate 2 carrying the gear shift lever262 and the, pedestal 263 therefor, and the shift rods 265, 266 and 261.The forward end of the housing i is provided with an elongated journalboss 268 in which the driving shaft 218 is journaled. The rear end ofthe driving shaft ,218 is provided with a driving gear 212 which may beintegrally formed with the driving shaft, as shown in Figure '11. Thedriving gear 212 is recessed to receive the roller bearing structure 213in which the inner reduced end of the driven shaft 214 is received. Thetubular intermediateor countershaft 216 is ioumaled in the lower part ofthe housing 268, being carried on a fixed shaft 215 rigidly supported inthe housing. The fixed shaft 215 is provided with a fiat portion 218 forthe reception of a wrench or the like, while the other end is threadedand receives a nut 218 thereon for tightening the fixed shaft in thehousing 268. r

The secondary or intermediate shaft 216 carries gears 28l, 282 and 283,all being keyed or otherwise secured thereto. If desired, some of thesegears may be formed integrally with-the secondary shai't216. Gear 283 ispreferably a helical gear.

The forwardmost end of the fixed shaft 216 is 4 reduced and carries abushing 285 thereon, this bushing being clamped between the shoulder 286on the fixed shaft and the web 281 of the transmission housing when thenut 218 is tightened. The bushing 285 carries-a ball bearing structure288 on which is mounted a driven gear 28I. outer race of the ballbearing 288 is held in gear 28l by means of a snap ring 283 receivedwithin the groove 284 formed in the inner surface of the gear 28l. Thedriven gear 281 is inmesh with, and driven by, the driving gear 212 onthe driving shaft 218.

An overrunning clutch connection is provided between the driven gear 28land the tubular secondary or countershaft 216, and this connection willnow be described. The driven gear 28I forms the driving element of theoverrunning clutch, and for this purpose the driven gear is providedwith inwardly extending radial flanges 286 between which there is agroove, indicated by the reference numeral 281. The countershaft 216 iscarried on the fixed shaft 215 by means of roller bearings 288 and 388suitably spaced thereon as by a sleeve 382. The tubular shaft 216 isheld in proper position on the fixed shaft 215 by means of a washer 384threaded onto the forward end of the tubular shaft 216 and having aradial flange 386 extending outwardly and positioned between the outerrace of the bearing 288 and one of the flanges 286. The washer 384 ispre-" vented from rotating relative to the tubular shaft 216 by a wirespring ring 381 having an end 388 turned outwardly and projected throughan opening in the 'forwardmost end of the shaft 216 and into engagementwith a slot 388 formed in the washer 384, the ring 381 being receivedwithin a suitably formed groove in the forward end of the shaft 216. Thewasher 384 thus cooperates with the driven gear 28I and the bearing 288therefor to maintain the countershaft 216 in,

proper .position longitudinally of the transmission housing, and themember 384, together with the flanges 286, also serves to maintain thecountershaft 216 and the over-running clutch member 28l in their properposition, one relative to the other, so that there will be no binding ofthe overrunning clutch elements 316.

As in the structure illustrated in Figure 1, an overrunning clutchconnection is provided between the gear 28l and the tubular countershaftelementsin the form of struts 3|! which areformed as illustrated inFigure 15. As there shown, the struts 3 I 5 are approximatelyrectangular members which have two opposite corners rounded orcam-shaped and so dimensioned that the effective cam diameter ordistance between parallel tangents is somewhat greater than the spacebetween the clutching surface 3" and the bottom of the groove 281 whichforms a cooperating clutching surface. By virtue of this construction,the clutch elements or struts 3|6 lean The in one direction, that is,they are inclined with respect to radii of the concentricclutchingsurfaces. 1

The struts are arranged in groups as shown in Figure 15, and each strutof the group is provided with a centrally disposed aperture 3l6. A

spring wire '3" is threaded through the apergaged by a draw rod'343vertically slidable in an ture 3". This wire tends to straighten thestruts M6 or to cause them to move to a radial position whereby they areheld in contact with both clutching surfaces. when the gear 26l, whichforms the driving element of the overrunnlng clutch, rotates withrespect to the tubular shaft 216, the forward end of which thereby formsthe driven element of the overrunning clutch, in the direction of thearrow 326 of Figure 15, the friction of the associated parts causes thestruts to wedge between the bottom of the groove 291 and the clutchingsurface 3l6,'thereby establishing a driving connection between the gear261 and the tubular shaft 216. The arrow 326 in Figure 15 thereforeindicates the direction of rotation of the gear 26l when it is driven bythe motor forward of, and connected with, the driving shaft 216. when,however, the relative rotation between the driving and driven elementsof the overrunning .clutch is in a direction opposite to the arrow 326,the only tendency for the gear 261 to turn the shaft 216 is the frictionbetween the clutching surfaces and the struts 3l6, which may beneglected. This corresponds to the condition which obtains when theshaft 216 is rotated faster than the gear 261 as when the motor isidling and the car is proceeding at a substantial rate of sp d.

Any number of struts 3l6 may be assembled to form one of the groupsmentioned'abov'e. In Figure 15' eight are shown as comprising one of thegroups, but this number may, of course, be

- variedwithin wide limits. In fact, if desired, all

of the :cam elements or struts necessary to make up the overrunningconnection between the parts 216 and 26l may be assembled on one springwire 3l6. It is preferable, however, to provide groups of the clutchstruts as shown for purposes of assembly and other reasons.

From Figure 11 it will be observed that the rear radial flange 236formed on the gear "I is formed concentric with the shaft 216 and insubstantial sliding contact with the forward end thereof or the drivenmember of the overrunning clutch. This particular construction steadiesthe overrunning clutch and the gear 261.

In an automobile transmission where an overrunning clutch is provided inthe drive from the motor to the driving wheels it is desirable andalmost essential that some means be provided for locking out orrendering inoperative the overrunning feature, as when it is desired toutilize the motor as a brake. The form of lock-out means provided in thepresent transmission includes a shifting clutch hub 322 having clutchteeth 323 and a groove 324, as best shown in Figure 11. The end of thegear 26l adjacent the clutch hub .322 is provided with a recess 326 anda plurality trols the operation of the overrunnlng'clutch. In'

that figure it will be seen that the slidable clutch 'hub is splinedontothe tubular shaft 216 and has its groove 324 receiving the inwardlyextending projections 330 and 33l formed on the arms 332 and 333 of apivoted shift fork 334. The shift fork or yoke 334 is carried bytrunnions 336 and 3:31 in the transmission housing 260 and has anoperating finger 333- projecting. laterally into a slot 3" and, throughthe same where itis enapertured boss 344.

erable to swing the shift fork or yoke 334 in one direction or the otherwhereby to move the clutch hub 322 into or out of engagement with theteeth 321 on the gear 261. when the hub 322 isout of engagement, theshaft 216 may overrun the gear 26l, but when the clutch hub is inengagement with the gear 23l there is a direct or rigid drive betweenthe gear 26l and the tubular shaft 216. When so engaged, therefore, theoverrunning clutch connection is thrown out of operation and the. motormay be used as a brake. Figure 12 illustrates one form of manual meansfor controlling the draw rod 343, and, hence, the operation of theoverrunning clutch. The draw rod 343 is provided with a reduced upperend 341 which isprovided with an internal bore 346, the

upper end of the latter being threaded to receive a bushing 346. Thereduced end 341 of the draw rod 343 is encircled by a spring 361tensioned between a shoulder 362 at the lower end of the draw rod 343and a cap 363 threaded into the within a vertical slot 366 formed at thelower end of the draw rod 343 and serving to thereby prevent the rod 343from rotating in the boss 344, but permitting its vertical movements.

For reasons pointed out above in connection with the overrunning clutchshown in Figures 1 and 4 and somewhat amplified below, it is desirablethat the manual control for shifting the draw rod 343 should not bepositively connected thereto, but should be connected through some sortof resilient or yielding connection so as to permit the manual means tocomplete its movement but will allow the clutch hub 322 controlling theaction of theoverrunning clutch to temporarily remain out of engagementwith the gear 2", as arranged for inthe overrunning clutch structure ofFigures 1 and 4. This is accomplished by mounting within the'centralbore 346 of the draw rod 343 an operating rod 366 having at its lowerend a head 361 providing a shoulder or abutment 362 to receive a spring364, the upper end of the latter being in contact with the bushing 346through which the operating rod 366 err-- tends and which is threadedinto the upper reduced end of the draw rod 343 as described above.Upward movement of the operating rod 366 is, therefore, operable tocompress the spring 362 and, hence, to exert a lifting force upon thedraw rod 343 to move the same against the action of the spring 341 andto rock the shift yoke 334. If

for any reason the m'vement of the hub 322 is temporarily delayed, 11that occurs is that the spring 364 is .compre thereby allowing themanual member to be moved its normal distance. The spring 364 is undertension and is therefore instantly available without further attentionor movement of the manual control member for shifting thehub 322.

In Figure 12 I have shown a manual control member for shifting theoperating rod 366. The reference numeral 361 indicates the dash orinstrument board or some other part of an autoan additional amount,

mobile which is within convenient access of the operator and a suitablyformed apertured bracket 333 is secured in any manner, as by welding orthe like, to the instrument board *361. The

connected with the operating rod 343 through a flexible cable 314suitably ensheathed in some form of protecting means 311 anchored at itsends to the bracket 333 and theclosure 333 by a clamp nut 313 at eachend. The cable 316 is preferably soldered to the operating rod 333 andto the operating plunger 314, but any other form of connection betweenthese parts may be utilized.

The bracket 363 carries a pivoted pawl member 333 having a hook 3 at oneend and a spring pressed arm 332' at the other end tending to cause thehook end to engage the notch 385 formed -on the operating plunger 314.Thus,

whenever the operating plunger 314 is movedoutwardly,thatis,totherightinFigure12,this movement raises the operatingrod 360 and the draw rod 343, thus locking out the overrunning clutch.The hook 331 on the pawl 380 drops into the notch 335 and holds thepartsin that posi tion.

In order to release the latched engagement of pawl 333 with the plunger314, cooperating means is formed on the stem 312 and the pawl lever 38!to raise the hooked end 38I out of the notch 33!. The inner end of thestem 312 is formed with a tapered or conical surface 331 and the pawllever 333 has a cam surface 338 with which the surface 331 cooperates-upon relative movement between the stem and the lever 333. To permitthis relative movement without disturbing the position of the plunger314, a lost motion connection is provided between the plunger 314 andthe ,stem 312. This connection is in the form of a pin 333 secured tothe plunger 314 and received within slots Horned in the stem 312. Thus,whenever the plunger 314 has been drawn outwardly and latched by thepawl lever 333, the manual control 313 may subsequently be given aslight'inward displacement, limited by the slotted connection. 393-4, tocause the surface 331 to engage the cam 333 and thereby lift the lever333 out of engagement with the notch 33!. The

spring 331 then moves the draw rod 343 downwardly and swings theoverrunning clutch hub 322 out of cut with the teeth on the gear 3". InFigure 12 the dotted line position of the control 313 and the partscorrespond to a condition where the plunger 314 has been pulled out andlatched by the pawl 333. The position of these parts in full lines inFigure 12 corresponds to a position which these parts take after thecontrol 313 has been initially moved to release the pawl lever 333 andthen the spring 3Il has operated to move the draw rod 343 down- ;vardlyto disengage the hub 322 from the gear bracket 3" with its end receivedwithin the longitudinal slot 333 permits longitudinal movement of thecontrol 313 but prevents rotation thereof. In this way the notch 33! isalways in a position to receive the end 331 of the pawl 333 when theplunger 314 has been pulled outwardly. V

,- 'Due to the flexible natureof the above described control means forthe oven-unning'clutch, and particularly the resilient operating meansfor moving the draw rod 34 shift the overrunning clutch control member,me form of positive stop means 'should beprovided to limit the move-ment of the finger 339. While these stops may numerals 400 and 4M.

The locating screw 33 threaded into the take the form of pins or lugs orthe equivalent thereof, I preferably form the draw rod 343 andassociated structure so that these parts themselves act as stop means.For one position, the

draw rod 343 stops against the bottom of the apertured boss 344, thisbeing the position shown in Figure 12, while for the shifted positionstop, the collar or bushing 349 engages with a shoulder 333 formed inthe closure 353, thus limiting the movement of the operating rod 333 inan upward direction and thereby acting as a stop for the finger 339.

This flexiblecontrol means is an important feature of the presentinvention. In the transthe teeth 323 and 321 to remain out ofengagement. In connection with Figure 13, this feature is made use of tosecure a fiu'therand important. I

advantage.

It may be extremely desirable to lock out the overrunning crossconnection in the transmission at times when the vehicle is traveling ata speed greater than a speed corresponding to the speed of the motor. Insuch cases, if the control 310 were actuated to shiftthe control hub 322for-- wardly, andif the teeth 323 and 321 were to immediately engage,the gears and the clutch of the automobile might possibly'be subjectedto con-' siderable shock. It is desirable, therefore, to bring the gear29! up to a speed corresponding to the speed of the hub 322, whichrotates with the countershaft 216, before the teeth of the hub 322engage with the teeth 321 on the gear 291. I secure this result byproviding ratchet faces on the ends of the teeth 323 and 321, theseratchet faces being indicated, respectively, by the reference Theratchet faces are so inclined that when an attempt is made to bring thehub 322 in engagement with the gear.

291 at a time when the hub and the shaft 218 is rotating in thedirection of the arrow 403 at a speed greater than the gear 231, thefaces 400 and 401 will ratchet and will not permit the teeth on thesetwo members to become engaged until their speeds of rotation areapproximately the same. However, by virtue of the yielding connectionafforded by the spring 332, the manual control 310 can be fully actuatedand the spring will automatically cause the teeth to engage at theproper time.

This important feature of the present inven- M1 on the driven shaft 214.The forward clutch hub 4| l is also provided with teeth 4|! which areengageable with teeth 423 formed within the drivinggear 212.

The slidable clutch hub or dog assembly 4l0 is Bearing means 462 capableof taking both axial controlled by means of a shift fork 422 carried inthe usual manner upon the shift rod 261 and provided with a forked endembracing the portion of the clutch dog 4|! intermediate the individualhubs 4|! and 4| I. A washer 425 and a spring 426 also embrace theintermediate portion of the clutch hub assembly. The shift fork 422 ismovable in the usual manner upon actuation of the gear shift lever 262to move the clutch dog 4|! either forwardly or rearwardly according towhether it is desired to operate in direct drive or in an intermediatespeed. when the shift for]: 422 is moved rearwardly its forked endengages -a shoulder 42! on the clutch hub 2 and moves the latter intoengagement with the teeth on the gear 6. y when the shift fork 422 ismoved forwardly it bears against the washer 426 which in turn bearsagainst the clutch hub 4H and, thereby resiliently presses the teeth 4|!into engagement with the teeth 42! formed-on 'the driving gear 212. r

Like the overrunning clutch lockout structure described above, itsometimes occurs that when it is desired to engage the driving and thedriven shafts by moving the clutch hub 4|! forwardly, the latter isrotating at a speed which may be considerably in excess of the speed ofthe driving gear 212. In order to prevent the' sudden engagement of theteeth H! with the teeth 42! when they are rotating at different speedsand to provide for a condition where the teeth 4|! and 42! momentarilyabut, I form these teeth with ratchet faces 42! and 4!! respectively,theangle of the ratchet faces being such that the teeth 4|! will not engagewith the teeth 42! as long as 'the former are rotating at a substantialspeed.

By virtue, however, of the yieldable spring 426, the fact-that the teeth4|! do not immediately engage with the teeth 42!, from whatever reason,not prevent the shift fork 422 from being moved to its customaryposition corresponding to direct drive; In case the teeth do notimmediately engage, the spring 426 is compressed and is thereforeinstantly available to automatically cause the engagement of these teethjust as soon as the speeds of the gear 212 and the clutch hub 4 areapproximately the same and the teeth 4|! and 42! are in position tomesh. The clutch hub or dog 4|! is splined onto the driven shaft 214 inthe usual manner.

Figure 16 illustrates another structural embodiment of the principles ofthe present invention, and it will be noted that the transmission shownin Figure 16 is similar in many respects, particularly as to the generalarrangement, to the transmission shown in Figure 4. In Figure 16,however, it is the purpose to provide a four-speed transmission with acoaster device so constructed and arranged that coasting is bad insecond, third and high or direct speeds only, the low speed and reversebeing provided for in the conventional manner. For purposes of clarity,the upper part of the transmission including the shifter rods has beenomitted in order that the other parts may be shown at a somewhat largerscale.

In Figure 16, the forward portion of the housing 45! is provided with aforwardly extending hub 454 in which is mounted the driving shaft 452having formed thereon or secured thereto a driving gear 45!substantially identical for all practical purposes with the driving gearl2 shown therefore need not be described in detail.

and radial thrusts is carried at the forward end of the housing 45! andsupports the driving gear 46! and the rear end of the driving'shaft 462,together with the reduced end 45! of the intermediate shaft 460.

Bearing means 464 similar to the bearing means 462 is provided at therear of the transmission "466. A thrust washer or bearing 41! liesbetween the rear end of the intermediate shaft 46! and the bottom of theinterior bore in the driven shaft .466. Thus, any rearward thrusts onthe intermediate shaft 46! are taken by the bearings 41! and 464. v

A tubular lay or countershaft 4" is mounted in the lower part of thetransmission housing 4!! and is carried upon a fixed shaft 412. Theforward end of the fixed shaft 412 is threaded and receives a nut 41!which, when tightened, securely holds the fixed shaft 412 in'place.

Between the intermediate shaft 46! and'the final or driven shaft 465 anoverrunnlng clutch connection is provided which is of the same design asthat illustrated in Figures 11 and 15 and which It suffices to notethat-the overrunnlng clutch elements 411 are carried inv groups'upon aspring wire connection 41! and are adapted to wedge between oneclutching surface 4!! formed by an interior groove in the portion 46! ofthe driven shaft 466 and a second clutching surface I provided by acylindrical portion 4!2 formed adjacent the reduced end 461 of theintermediate shaft 46!. The cylindrical portion 2 therefore clutch whilethe portion 466 of the driven shaft 46! forms the driven element of theoverrunnlng clutch, and the portions of the member 4!! on opposite sidesof the groove or surface 4!! serve as flanges, similar to the flanges2!! (Figure 11) described above,-and bearing-means 4!! cooperate withone of the flange portions to maintain the clutch surfaces 4!! and 4!|in proper relation. The overrunnlng clutch elements 411 are arranged inthe manner illustrated in Figure 15 from which it will be seen thatdriving torque will be transmitted from the intermediate shaft-4!! tothe clutch elements 411 and to the driven shaft 465, but due to theinclination of the clutch elements 411 the driven shaft 465 may overrunthe intermediate shaft 46! thereby allowing the car or other vehicle tocoast. The overrunnlng clutch parts are steadied and held in concentricrelation by the bearings 464 and 46! and by the hearing rolls 48!positioned between portions forming races on the intermediate shaft 46!and the driven shaft 465.

The overrunning clutch may be rendered inoperative by means of a slidingclutch hub 4!4 splined onto the intermediate shaft 46! and rotatabletherewith. The hub 484 carries teeth 4!! which are constructed andarranged to engage with teeth 48! formed near the forward edge of theportion 466 of the driven shaft 466. These teeth are provided withratchet faces, indicated by the reference numerals 4" and 4!!, which areforms the driving element of the overrunnlng V arms of a shift forkpivoted in the housing 450.

The construction illustrated in Figure 12 is particularly adapted forcontrolling the operation of the hub 4 and, hence, the operation of theoverrunning clutch. It is to be understood, however, that the slidinghub or collar .484 may also be under the control of such mechanisms asare illustrated in Figures 5 to 10. Preferably, such mechanism orcontrol means should include some form of yielding or lost motionconnection as described above.

7 The tubular countershaft 4' has gear teeth 492 and 493 milled ormachined thereon, and the forward end of the shaft 4' carries gears 484,I and 4" suitably keyed or otherwise secured thereto. From Figure 16 itwill be observed that the forwardmost gear 496 extends forwardly of 5the secondary or cduntershaft 4H and is provided with a recess receivingone race 481 of a bearing structure, the'inner race 49! of which issecured to the housing 450 and to the fixed shaft 412. The inner race-4is clamped in place byvirtue of the cylindrical bushing 499 having aradial flange Ill abutting against the race 499 against a shoulder illformed on the fixed shaft 412 and facing forwardly. The forward edge ofthe race as is adapted to abut against the forward web or wall of thetransmission housing in so that when the nut us is tightened the bearingstructure and the fixed shaft are securely held in position. The gear498 is in constant mesh with the driving gear 453 and therefore thetubular countershaft 4' is driven at all times. The

rear end of the countershaft 41] is carried by roller bearings I03.

A gear ill is rotatably journaled on the intermediate shaft 4 by abushing ill practically engagement with the gear 4'4 on thecounteridentical with the bushing 4" shown in Figurell.

This bushing is spiined onto the forward splined portion of theintermediate shaft 4 and is locked in place by a toothed ring or washerill. The latter is'held in place by a spring pressed plunger Ill. Aseries of clutch teeth 52. are ma- 1 cbined on the floating gear I" andthese teeth 1 'oftheusualtypecarriedbyashiftrodmot Ifdesired.-

shown) in the customary manner. the teeth land I24, and the teeth 520and III may have ratchet faces like those shown in Figures13and14.Thefloatinggearlllisin' constant mesh with the gear 495 on thecountershaft 4' and these gears preferably have helical The gear 8 isslidable on thesplines at therear end of the intermediate shaft 4 andthis gear III is adapted to be moved into and out of shaft 4". Theposition-of the slidable gear I is controlled by a shift fork of theusual type received within the circumferential shifter groove m formedin the huh of the gear as.

aosaaaa The portion at of the driven shaft m is splined, as indicatedabove, and this splined portion carries a gear 535 slidable thereon andtocarries the usual shifter groove 536 by which the position of the gear535 is controlled. The gear 535 meshes with the gear 492 or with areverse idler gear I40 shown in dotted lines in Figure 16. The reverseidler gear 540 is in driving engagement with the gear teeth 49! on thecountershaft 4'll.

The operation of this transmission is substantially as follows:High-speed or direct drive is effected by sliding the clutch dog 52!forwardly" on the forward splines of the intermediate shaft 46. so as toengage the teeth 824 with the teeth 45! on the driving gear 453. Thedrive from the driving shaft 452 is transmitted directly to theintermediate shaft 4" and from there through the overrunning clutchstructure to the final or driven shaft 465. 'I'hird speed is effected bysliding the clutch dog 52! rearwardly to engage the teeth Ill, with theteeth 52. on the floating gear ill whereby the latter is'then locked tothe intermediate shaft 460. The drive from the driving shaft is thentransmitted through the driving gear 453 to the gear 496 and thecountershaft 4 and from there through the gear I to the gear ill whichthen drives the intermediate shaft 46. and the final driven shaft!through- -tatable,with the driven shaft 4". This Bear until its teethengage with the teeth of the gear 494 on the oountershaft 4'. Like thepreceding selections, the drive in second speed is through theoverrunning clutch. For low speed the gear I" is shifted rearwardly onthe splined portion 460 of the final driven shaft until the teeth-of thegear 535 engage with the teeth 491 at the rear end of the countershaft"L The countershaft being continuously driven the drive in low speed isthrough the-gear 53! directly to the driven shaft 465 and it does not gothrough the overrunning clutch connection. In a similar manner, reversedrive is effected by moving the gear 535 forwardly until it eng eswith'the idler reverse gear 540. In this speed also the drive istransmitted directly to the driven shaft 405 without going through theoverrunning clutch connection. In this transmission, therefore,

coastingishadinsecondthirdandhighordirectspeedswhiletheoverrunningmeansisnot arranged to provide for coastingin low speed and in reverse. It is to be understood, of course, that,like the preceding transmissions, the overrunning clutch connection maybe locked out or rendered inoperative at any time by merely latching thedriven overrunning clutch member with the driving member thereof.

While I have shown and described the preferred structural embodiment ofthe present invention.

it istobe understood thatmyinvention isnot.

tedtothestructureshownand described,

nections between said intermediate shaft and the desire to as v drivingshaft, connectionsbetween the interme diate shaft and the driven shaft,one of said connections including :r'neshing helical gears and anover-running clutch having a cylindrical member with means serving asaxially spaced inwardly extending radial flanges embracing a portion ofsaid intermediate shaft, one of said gears being carried by saidcylindrical member, over-nmning clutch elements of the friction typedisposedbetween said flanges and cooperating with said portion of theintermediate shaft, and means on the intermediate shaft and cooperatingwith at "least one of said flanges for maintaining against the thrust ofsaid meshing gears the proper relation between said member and theintermediate shaft relative to said clutch elements.

2. In a transmission, a housing, driving and driven shafts journaledtherein, a fixed shaft secured in said housing, a tubular secondaryshaft J'ournaled in said housing for rotation on said fixed shaft, adriving connection between the driving shaft and said secondary shaftconsistso ing of meshing gears and an over-running clutch having acylindrical member connected with one ondary shaft and over-runningclutch elements disposed between said cylindrical member and said oneend of the secondary shaft, bearing means supporting said cylindricalclutch member on said fixed shaft in accurate concentricity with respectto said tubular secondary shaft against the thrust of said meshinggears, means for supporting said bearing means comprising a bushing,means forming a shoulder on said fixed shaft and means for clamping saidbushing between the shoulder on said fixed shaft and one wall of saidhousing, and cooperating means on said cylindrical clutch member and,said tubular secondary shaft for maintaining these parts in properposition against axial thrust of said meshing gears. I

3. In a transmission, a housing, driving and driven shafts journaledtherein, a fixed shaft carried within said housing, a tubular lay shaftjournaled for rotation on said fixed "shaft, bearing means supportingthe tubular lay shaft on said fixed shaft, means forming a clutchingsurface on one end of the tubular lay shaft and a shoulder disposedadjacent'said surface, a pair of gears connecting the driving shaft withsaid tubular lay shaft, one of said gears including a cylindricalsection embracing said clutching surface and having a radially inwardlyextending flange adapted to abut against said shoulder on the lay shaft,over-running clutch elements disposed between said cylindrical sectionof the gear and said clutching surface, and bearing means separate fromthebearing means for the tubular igfshaft for supportingsaid gear onsaid fixed '4. In a transmission, a housing, driving and driven shaftsjournaled therein, a fixed shaft secured in said housing, a tubularsecondary shaft journaled in said housingfor rotation on said fixedshaft, a driving connection. between the driving shaft and saidsecondary shaft consisting of meshing gears and an overrunning clutchhaving a cylindrical member with supporting bearing means thereforcarried by said fixed shaft and disposed in the plane of one 'of saidgears, said cylindrical member including portions embracing one end ofsaid secondary shaft and overrunning clutch elements disposed betweensaid cylindrical member and said one end of the. secondary shaft, andbearing means disposed adjacent the plane of said overrunning clutchelements for support-' ing said end of the secondary shaft on said fixedshaft.

5. In a transmission, a housing, driving and driven shafts journaledtherein, a fixed shaft carried within said housing, a tubular lay shaftJournaled for rotation onsaid fixed shaft, bearing means supporting thetubular lay shaft on said fixed shaft, means forming a clutching surfaceon one end of the tubular lay shaft and a shoulder disposed adjacentsaid surface, a pair of gears connecting the driving shaft with saidtubular lay shaft, one of said gears including a cylindrical sectionembracing said clutching surface andhaving a radially inwardly extendingflange adapted to abut against said shoulder on the lay shaft,overrunning clutch elements disposed between said'cylindrical section ofthe gear and said clutching surface, and bearing means separate from thebearing means for the tubular lay shaft for supporting said gear.

6. In a transmission, a housing. driving and driven shafts journaledtherein, a fixed shaft carried within saidhousing, a tubular lay shaftJournaled for rotation on said fixed shaft, bearing means supporting thetubular lay shaft on said fixed shaft, an overrunning clutch memberembracing one end of said lay shaft and having gear connection with saiddriving shaft, means forming a clutching surface on one end of thetubular lay shaft and a shoulder disposed adiacent said surface,overrunning clutch elements disposed between the clutching surface onsaid lay shaft and said clutch member, a flange disposed on saidoverrunning clutch member against said shoulder, cooperating meanscarried by said lay shaft and said clutch member for holding the latterup against said shoulder, and bearing means supporting said overrunningclutch member on said fixed shaft.

7. In a transmission, a housing, driving and driven shafts journaledtherein, a fixed shaft carried within said housing, a tubular lay shaftjournaled for rotation on said fixed shaft, bearing means supporting thetubular lay shaft on said fixed shaft, a pair of gears connecting thedriving shaft with said tubular lay shaft, one of said gears including acylindrical section embracing one end of said tubular lay shaft,overrunning clutch elements disposed between said cylindrical section ofthe gear and said end of the lay shaft, and a member mounted on said endof the lay shaft for maintaining the latter and said one gear in properaxial position.

8. In a transmission, a housing, driving and driven shafts journaledtherein, a fixed shaft said gears including a cylindrical sectionembracing one end of said tubular lay shaft,-overrimning clutch elementsdisposed between said cylindrical section of the gear and said end ofthe lay shaft, a member mounted on said end of the lay shaft formaintaining the latter and said one gear inproper axial position, andbearing means separate from the bearing means for-the tubular lay shaftand disposed adjacent said member for supportingsaid one gear forrotation wth respect to said, lay shaft. x g

9. In atransmission, a housing, driving and driven shafts r journaledtherein, a fixed shaft carried within saidhousing, a tubular lay shaftJournaled for rotation on said fixed shaft, bearing means supporting thetubular lay shaft on said fixed shaft, a pair of gears connecting thedriv-

